JP7829026B2 - elevator - Google Patents

Description

This invention relates to an elevator equipped with a locking mechanism that allows the door to be locked in an unlockable manner.

Traditionally, elevator landing doors have been equipped with a landing-side locking mechanism to prevent passengers from falling into the elevator shaft. More recently, elevators have been proposed that also feature a car-side locking mechanism to lock and unlock the car-side doors.

One example of such a locking mechanism is described in Patent Document 1. Patent Document 1 describes an elevator comprising a base plate, a locking-side hook member, a fixing hook member, a car-side engaging element, and a forced unlocking mechanism capable of operating the car-side engaging element. The base plate has a rope support surface portion that extends to the lower end of the car-side door. The forced unlocking mechanism comprises an unlocking rope and a guide member that supports the unlocking rope. One end of the unlocking rope is positioned at the lower end of the car-side door, and the other end is connected to the car-side engaging element.

Furthermore, this locking mechanism is equipped with a detection switch that detects the unlocked state of the door. The detection switch has a fixed contact, and the locking mechanism's locked or unlocked state is detected when a movable contact on the locking hook member connects to or disconnects from this fixed contact.

Japanese Patent Publication No. 2019-99315

Furthermore, when the elevator stops operating due to a power outage or earthquake, the locking mechanism is unlocked by an operator rotating the locking hook member. At this time, in order to release the connection between the movable contact and the fixed contact, it is necessary to move the door a predetermined distance in the opening direction before rotating the locking hook member. However, in the technology described in Patent Document 1, the locking hook member can be rotated while the movable contact and the fixed contact are connected. Therefore, in the technology described in Patent Document 1, there was a risk of damage to the detection switch due to the rotation of the locking hook member while the movable contact and the fixed contact were connected.

The objective of this invention is to provide an elevator that can safely unlock the locking mechanism while preventing damage to the detection switch, taking into consideration the above-mentioned problems.

To solve the above problems and achieve this objective, the elevator is equipped with a door provided at the opening of the elevator car that moves up and down in a hoistway installed in a building structure, or at the entrance to the landing where the elevator car stops in the building structure, and a locking mechanism that locks the door in an unlockable manner.
The locking mechanism comprises a locking hook member, a fixed hook member, a detection switch, a hook-side protective part, and a switch-side protective part. The locking hook member is rotatably supported on the door. The fixed hook member releasably engages with the locking hook member. The detection switch detects the opening and closing of the door. The hook-side protective part is provided on the locking hook member. In the locked state, the switch-side protective part overlaps with the hook-side protective part in the vertical direction, and the contact between the hook-side protective part restricts the rotational movement of the locking hook member. The detection switch has a fixed-side contact provided on a member different from the member on which the locking hook member is provided, and a movable-side contact provided on the locking hook member.

According to the elevator configuration described above, damage to the detection switch can be prevented, and the locking mechanism can be safely unlocked.

This is a schematic diagram showing an elevator according to an embodiment. This is a side view showing the elevator car of an example embodiment stopped at an arbitrary floor. This is a front view of the elevator entrance/exit according to an example embodiment, as seen from the elevator car side. This is a front view showing the car-side door installed in the elevator car according to an embodiment. This is a front view showing the elevator car-side locking mechanism (locking mechanism) according to an embodiment. This is an enlarged view showing the area around the detection switch of the elevator car-side locking mechanism according to an example embodiment. This is an explanatory diagram showing the normal unlocking operation of the elevator car-side locking mechanism according to an embodiment. This is an explanatory diagram showing the unlocking operation of the elevator car-side locking mechanism during rescue, according to an example embodiment.

The following description of an elevator according to an embodiment will be made with reference to Figures 1 to 8. Note that common components in each figure are denoted by the same reference numerals.

1. Elevator Configuration First, the configuration of the elevator according to the embodiment example (hereinafter referred to as "this example") will be described with reference to Figures 1 to 6.
Figure 1 is a schematic diagram showing an example of the elevator configuration in this example, and Figure 2 is a side view showing the elevator car stopped at a specific floor.

As shown in Figure 1, the elevator 1 in this example is a so-called machine-room-less elevator, which does not have a machine room above the hoistway 100 formed within the building structure. While this example describes an example using a machine-room-less elevator, it is not limited to this, and an elevator with a machine room above the hoistway 100 may also be used.

Elevator 1 includes a car 110 that moves up and down within the hoistway 100, a hoisting machine 120, a counterweight 130, a first driven pulley 140, a second driven pulley 150, and a rope 170.

A lifting pulley 111 is provided at the bottom of the elevator car 110. A rope 170 is wound around the lifting pulley 111. A detailed explanation of the elevator car 110 will be given later.

A weight-side pulley 131 is provided at the top of the counterweight 130. A rope 170 is wound around the weight-side pulley 131. The hoisting machine 120 is located at the bottom of the elevator shaft 100 and raises and lowers the elevator car 110 and the counterweight 130 in a bucket-and-loop manner via the rope 170. The hoisting machine 120 is controlled by a control unit.

The first driven pulley 140 and the second driven pulley 150 are fixed to the top of the elevator shaft 100. One end and the other end of the rope 170 are fixed to the top of the elevator shaft 100. The rope 170 is mounted from the counterweight pulley 131 on the counterweight 130 to the first driven pulley 140, and then wound around the hoisting machine 120, the second driven pulley 150, and the lifting pulley 111 of the elevator car 110 in that order.

When the hoisting machine 120 is driven, the elevator car 110 and the counterweight 130 move up and down within the elevator shaft 100. Hereinafter, the direction in which the elevator car 110 and the counterweight 130 move up and down will be referred to as the vertical direction.

Furthermore, as shown in Figure 2, each floor of the building structure has an entrance/exit 102 at the landing 101 where the elevator car 110 stops, allowing people and objects to enter and exit the elevator car 110. The entrance/exit 102 is equipped with a pair of landing-side doors 211 (211A, 211B) that can be opened and closed.

The landing-side door 211 is supported so as to be openable and closable by a landing-side door unit 212 provided at the upper end of the entrance/exit 102 in the vertical direction, and a landing-side door sill 213 provided at the lower end of the entrance/exit 102 in the vertical direction.
[Platform-side door unit and platform-side door]
Next, with reference to Figure 3, the configuration of the landing-side door unit 212 will be described.
Figure 3 is a front view of the entrance/exit 102 as seen from the elevator car 110 side.

As shown in Figure 3, the landing-side door unit 212 includes a landing-side door rail 215, a first pulley 216, a second pulley 218, a transmission belt 217, door hangers 221, 221, and a landing-side locking mechanism 230. The door hangers 221 are provided at the upper vertical end of the landing-side door 211. A movable roller 224 is rotatably attached to the door hanger 221. The movable roller 224 slidably engages with the landing-side door rail 215. The landing-side door rail 215 extends along the opening and closing direction of the pair of landing-side doors 211, 211.

Furthermore, the two door hangers 221 are each provided with connecting members 222 and 223. The connecting members 222 and 223 are connected to a transmission belt 217, which will be described later. Additionally, one of the two door hangers 221, 211, the door hanger 221 facing the first door hanger 21A of the elevator car 110, is provided with a landing-side locking mechanism 230. The landing-side locking mechanism 230 will be described later.

The first pulley 216 is positioned on one horizontal side of the landing-side door unit 212, and the second pulley 218 is positioned on the other horizontal side of the landing-side door unit 212. A transmission belt 217 is wrapped around the first pulley 216 and the second pulley 218. The transmission belt 217 is formed in an endless shape with both ends in the longitudinal direction connected. The upper and lower parts of the transmission belt 217 move in opposite directions in the vertical direction.

A first connecting member 222 is connected to the lower part of the transmission belt 217, which is the return path side, and a second connecting member 223 is connected to the upper part of the transmission belt 217, which is the forward path side. When the transmission belt 217 moves, the pair of landing-side doors 211, 211 move either towards each other in the door-closing direction or away from each other in the door-opening direction via the connecting members 222, 223.

The landing-side locking mechanism 230 includes a locking-side hook member 231, a pivot shaft 232, two landing-side engaging elements 235, 235, and a fixed hook member 234. The pivot shaft 232 is provided on one of the two door hangers 221. The locking-side hook member 231 is rotatably mounted on the pivot shaft 232. The locking-side hook member 231 engages with the fixed hook member 234 in an unlockable manner. The landing-side engaging elements 235, 235 are also positioned on the locking-side hook member 231. The two landing-side engaging elements 235, 235 are positioned facing each other in the opening and closing direction of the pair of landing doors 211A. Furthermore, when the elevator car 110 stops at any floor, the landing-side engaging elements 235 face the car-side engaging element 32 of the car-side locking mechanism 30, which will be described later, at a predetermined distance.

The fixed hook member 234 is fixed to a different door hanger 221 or landing-side door 211 from the door hanger 221 on which the pivot shaft 232 and the locking-side hook member 231 are provided.

Furthermore, a locking retaining member (not shown) is positioned near the landing-side engaging element 235 on the locking-side hook member 231. The locking retaining member biases the locking-side hook member 231 in the locking direction, i.e., downward in the vertical direction. This maintains the locked state of the locking-side hook member 231 in the landing-side locking mechanism 230.

The force with which the locking member of the landing-side locking mechanism 230 maintains the locked state is set to be greater than the force with which the locking member of the car-side locking mechanism 30, which will be described later, maintains the locked state. In other words, the biasing force of the locking member of the car-side locking mechanism 30 is set to be less than the biasing force of the locking member of the landing-side locking mechanism 230.

[Riding car]
Next, I will explain the configuration of the elevator car 110.
As shown in Figure 1, the elevator car 110 comprises a car compartment 10 through which people and objects get on and off, a pair of car-side doors 11A and 11B, a car-side door unit 12, and a car-side door sill 13. An opening is provided on one side of the car compartment 10. People and objects enter and exit through this opening.

The car-side door unit 12 is provided at the upper end in the vertical direction of the opening of the car compartment 10, and the car-side door sill 13 is provided at the lower end in the vertical direction of the opening of the car compartment 10. The pair of car-side doors 11A and 11B are supported by the car-side door unit 12 and the car-side door sill 13 so that they can be opened and closed in a horizontal direction perpendicular to the vertical direction.

Figure 4 is a front view of the elevator car door 11A as seen from the landing side.
As shown in Figures 1 and 4, the car-side door unit 12 is provided with a car-side door rail 15, a drive unit 16, a transmission belt 17, and a driven roller 18. The car-side door rail 15 is parallel to the horizontal direction and extends along the opening and closing direction of the pair of car-side doors 11A and 11B.

The drive unit 16 is located at one horizontal end of the car-side door unit 12, and the driven roller 18 is located at the other horizontal end of the car-side door unit 12. A transmission belt 17 is wrapped around the drive shaft of the drive unit 16 and the driven roller 18.

The transmission belt 17 is formed in an endless shape with both ends in the longitudinal direction connected. When the drive unit 16 is driven, the transmission belt 17 circulates between the driven roller 18 and the drive shaft of the drive unit 16. At this time, the upper and lower parts of the transmission belt 17 move in opposite directions. The lower part of the transmission belt 17, which is the return path, is connected to the first connecting member 22, which will be described later, and the upper part of the transmission belt 17, which is the forward path, is connected to the second connecting member 23, which will be described later.

Furthermore, a fixing hook member 34, which constitutes the car-side locking mechanism 30 described later, is fixed to the car-side door unit 12. The fixing hook member 34 is positioned above the first car-side door 11A in the vertical direction when the pair of car-side doors 11A and 11B are closed.

Next, we will describe the pair of cage-side doors 11A and 11B.
The pair of car-side doors 11A and 11B are each formed in a rectangular shape. A first door hanger 21A is provided at the upper end in the vertical direction of the first car-side door 11A, and a second door hanger 21B is provided at the lower end in the vertical direction of the second car-side door 11B. A slider 14 is also provided at the lower ends in the vertical direction of the pair of car-side doors 11A and 11B. The slider 14 is slidably engaged with a guide groove provided in the car-side door sill 13.

The first door hanger 21A and the second door hanger 21B are each rotatably provided with a movable roller 24. The movable roller 24 slidably engages with the car-side door rail 15.

The first door hanger 21A has a first connecting member 22, and the second door hanger 21B has a second connecting member 23. The first connecting member 22 protrudes upward from the upper end in the vertical direction of the first door hanger 21A. The second connecting member 23 protrudes upward from the upper end in the vertical direction of the second door hanger 21B. The first connecting member 22 is connected to the lower part of the transmission belt 17, and the second connecting member 23 is connected to the upper part of the transmission belt 17.

Therefore, when the drive unit 16 is driven and the transmission belt 17 moves, the pair of car-side doors 11A and 11B move either towards each other in the door-opening direction or away from each other in the door-closing direction via the first connecting member 22 and the second connecting member 23.

Furthermore, the first car-side door 11A is provided with a safety shoe 25 and a car-side locking mechanism 30. The safety shoe 25 is provided at the end of the first car-side door 11A on the door-closing side, the so-called door-stop side end 11a that approaches the second car-side door 11B.

The safety shoe 25 is formed from a long member that extends vertically with a length approximately the same as the vertical length of the first car-side door 11A. This safety shoe is supported via a pair of link members so as to be movable in the vertical and opening/closing directions at the door-side end 11a of the first car-side door 11A. Furthermore, a detection unit (not shown) is provided near the link members supporting the safety shoe 25 at the door-side end 11a of the first car-side door 11A to detect the movement of the safety shoe 25. The detection unit detects when a load has been applied to the safety shoe 25 by detecting the movement of the safety shoe 25.

[Cart-side locking mechanism]
Next, the car-side locking mechanism 30 will be explained with reference to Figure 5.
Figure 5 is a front view showing the cage-side locking mechanism 30.

As shown in Figure 5, the car-side locking mechanism 30, which is an example of a locking mechanism, includes a base plate 31, a car-side engaging element 32, a locking-side hook member 33, a fixed hook member 34, a pivot shaft 35, a locking-holding member (not shown), a first link member 41A, and a second link member 41B. The car-side locking mechanism 30 also includes a detection switch 81.

The fixed hook member 34 is fixed to the car-side door unit 12. Alternatively, the fixed hook member 34 may be fixed to the second door hanger 21B or the car-side door 11B. The fixed hook member 34 is provided with a hook portion 34a. The hook portion 34a engages with the hook portion 33a of the locking-side hook member 33, which will be described later.

The base plate 31 is formed in a substantially flat shape. The base plate 31 is fixed to the first door hanger 21A. A pivot shaft 35, a first stopper 45, a plurality of second stoppers 46, and the link shafts 42, 42 of the link members 41A, 41B are fixed to the base plate 31.

The first link member 41A is rotatably supported on a link shaft 42 provided at the lower end of the base plate 31 in the vertical direction. The second link member 41B is rotatably supported on a link shaft 42 provided at the upper end of the base plate 31 in the vertical direction. A shaft portion 43 is provided at the end of the first link member 41A and the second link member 41B opposite to the link shaft 42.

The car-side engaging element 32 is rotatably attached to the two shaft portions 43, 43. The car-side engaging element 32 is formed of an elongated member that extends for a predetermined length along the vertical direction of the elevator car 110. Furthermore, when the car-side locking mechanism 30 is locked, the first link member 41A and the second link member 41B are oriented upward in the vertical direction such that the ends on the shaft portion 43, 43 side connected to the car-side engaging element 32 are higher horizontally than the ends on the link shaft 42, 42 side. Therefore, when the car-side locking mechanism 30 is locked, the car-side engaging element 32 is positioned in a state where it is lifted upward in the vertical direction by the first link member 41A and the second link member 41B.

Furthermore, when the elevator car 110 has stopped at any floor and the car-side locking mechanism 30 has not yet been released, the landing-side engaging element 235 of the landing-side locking mechanism 230 (described later) is positioned on the side of the car-side engaging element 32 that faces the car-side door 11A in the door-opening direction. At this time, the car-side engaging element 32 and the landing-side engaging element 235 face each other with a predetermined distance T between them.

The first stopper 45 is positioned near the first link member 41A, which is located at the lower end in the vertical direction. When the car-side locking mechanism 30 is locked, the first stopper 45 abuts against the side of the car-side door 11A that is in the door-opening direction on the first link member 41A. As a result, the first link member 41A and the second link member 41B are restricted from rotating in the counterclockwise direction shown in Figure 5.

Multiple second stoppers 46 face the end of the car-side engaging element 32 on the side of the car-side door 11A that is in the door-closing direction, with a predetermined distance M between them. This distance M is the horizontal range of movement of the car-side engaging element 32. When the first link member 41A and the second link member 41B rotate, and the car-side engaging element 32 moves downward in the vertical direction and towards the side of the car-side door 11A that is in the door-closing direction, the car-side engaging element 32 and the second stoppers 46 come into contact. This restricts the movement of the car-side engaging element 32 and the first link member 41A and the second link member 41B.

A transmission section 36 is provided at the midpoint of the first car-side engaging element 32 in the longitudinal direction. The transmission section 36 is provided at the end of the first car-side engaging element 32 on the door pocket side. The transmission section 36 is in contact with a transmission pin 37, which will be described later.

Furthermore, a pivot shaft 35 is positioned on the door-opening side of the car-side door 11A, relative to the car-side engaging element 32, which is attached to the base plate 31 via the first link member 41A and the second link member 41B. A locking-side hook member 33 is rotatably supported on the pivot shaft 35.

The locking hook member 33 has a hook portion 33a, a rotating receiving portion 33b, a connecting portion 33c, and an unlocking receiving portion 33d. The rotating receiving portion 33b is rotatably supported on the pivot shaft 35. A transmission pin 37 is positioned below the pivot shaft 35 in the vertical direction on the rotating receiving portion 33b, and on the door stop side.

The transmission pin 37 is in contact with a transmission unit 36 provided on the car-side engaging element 32. When the first car-side engaging element 32 moves downward in the vertical direction and toward the door stop via a pair of link members 41A and 41B, the movement of the car-side engaging element 32 is transmitted to the transmission pin 37 via the transmission unit 36. As a result, the locking-side hook member 33 rotates counterclockwise (in the unlocking direction) around the pivot axis 35 in Figure 5.

A connecting portion 33c is provided at the door stop side end of the rotating receiving portion 33b. The connecting portion 33c protrudes from the rotating receiving portion 33b toward the door stop side. A hook portion 33a is formed at the end of the connecting portion 33c opposite to the rotating receiving portion 33b. The hook portion 33a protrudes toward the door stop side from the car-side engaging element 32. When the car-side locking mechanism 30 is locked, the hook portion 33a is positioned above the fixed hook member 34 in the vertical direction and engages with the hook portion 34a of the fixed hook member 34 with a predetermined distance S.

Here, the distance S between the hook portion 33a and the hook portion 34a is set to be at least the sum of the distance M between the second stopper 46 and the car-side engaging element 32 and the distance T between the car-side engaging element 32 and the landing-side engaging element 235.

Here, the pivot shaft 35 is provided on the car-side engaging element 32 on the side of the car-side door 11A that is opening, and the hook portion 33a protrudes from the side of the car-side engaging element 32 opposite to the pivot shaft 35, on the side of the car-side door 11A that is closing. In other words, the car-side engaging element 32 is positioned between the pivot shaft 35 and the hook portion 33a of the locking-side hook member 33. This allows for a longer rotation radius of the locking-side hook member 33 compared to the case where the pivot shaft 35 is provided on the side of the car-side engaging element 32 that is closing. As a result, the hook portion 33a can be moved significantly upward in the vertical direction with a small amount of rotation, and the amount of movement of the car-side engaging element 32 can be reduced.

Furthermore, a locking retaining member (not shown) is located at the upper vertical end of the connection portion 33c of the locking-side hook member 33, and this locking retaining member is positioned closer to the door stop than the car-side engaging element 32. The locking retaining member biases the locking-side hook member 33 downward in the vertical direction, i.e., in the locking direction, via the connection portion 33c.

Various elastic members such as compression coil springs, leaf springs, and other similar materials are used as locking and retaining members.

Next, the detailed configuration of the detection switch 81 will be described.
Figure 6 is an enlarged view showing the area around the detection switch 81.

As shown in Figure 5, the detection switch 81 and the fixing hook member 34 are fixed to the car-side door unit 12. The fixing hook member 34 may also be fixed to the second door hanger 21B or the car-side door 11B. That is, it is positioned on the car-side door 11B opposite to the car-side door 11A, or on a non-moving member.

As shown in Figure 6, the detection switch 81 has a fixed contact 82 and a movable contact 72. The fixed contact 82 is located at the end of the detection switch 81 on the door-opening side, that is, the end facing the car-side door 11A. In this example, two fixed contacts 82 are provided on the detection switch 81, but the number of fixed contacts 82 is not limited to two.

The fixed-side contact 82 is a recessed hole extending from the door-opening end of the detection switch 81 along the opening/closing direction. Therefore, the end face of the fixed-side contact 82 on the door-opening direction side is open. The electrodes of the detection switch 81 are positioned on the end face of the fixed-side contact 82 on the door-closing direction side, i.e., the bottom surface of the hole. By positioning the electrodes of the detection switch 81 in a recessed position within the hole in this way, it is possible to prevent workers from being electrocuted by contacting the electrodes. Furthermore, since the opening of the fixed-side contact 82 faces the opening/closing direction perpendicular to the vertical direction, it is possible to prevent dirt, dust, etc. from entering the fixed-side contact 82. The movable-side contact 72 is inserted into this fixed-side contact 82.

Furthermore, a switch-side protective portion 77 is provided at the lower end of the detection switch 81 in the vertical direction. The switch-side protective portion 77 protrudes downward in the vertical direction from the lower end of the detection switch 81. The tip of the switch-side protective portion 77, i.e., the lower end in the vertical direction, is positioned below the connection portion 33c of the locking-side hook member 33 in the vertical direction when locked. Also, the lower end of the switch-side protective portion 77 protrudes in the direction of door opening. The hook-side protective portion 76, which will be described later, abuts against this switch-side protective portion 77.

A fixing bracket 75 is fixed to the locking-side hook member 33. The fixing bracket 75 is provided on the connection portion 33c of the locking-side hook member 33. The fixing bracket 75 is also positioned on the door closing side of the pivot axis 35. A contact support portion 71 and a hook-side protective portion 76 are fixed to the fixing bracket 75.

The contact support portion 71 is located at the end of the fixed bracket 75 on the door closing side. Furthermore, the contact support portion 71 is positioned above the locking-side hook member 33 in the vertical direction. In the locked state, the contact support portion 71 faces the door opening-side end face of the detection switch 81. The contact support portion 71 is provided with two movable contacts 72 of the detection switch 81.

The movable contact 72 protrudes from one side of the contact support portion 71 facing the detection switch 81 toward the door closing direction, that is, toward the detection switch 81 body. The movable contact 72 is inserted into the fixed contact 82 so as to be removable. When the movable contact 72 is inserted into the fixed contact 82, the detection switch 81 detects that the car-side locking mechanism 30 is locked. When the movable contact 72 is removed from the fixed contact 82, the detection switch 81 detects that the car-side locking mechanism 30 is unlocked.

In this example, we have described an example in which two movable contacts 72 are provided, but this is not the only option; the number of movable contacts 72 should correspond to the number of fixed contacts 82.

The lower end of the fixing bracket 75 is positioned below the connection portion 33c of the locking hook member 33 in the vertical direction. A hook-side protective portion 76 is provided at the lower end of the fixing bracket 75. The hook-side protective portion 76 is formed in a substantially flat shape. The hook-side protective portion 76 protrudes from the lower end of the fixing bracket 75 toward the door closing direction. In the locked state, the hook-side protective portion 76 is positioned below the switch-side protective portion 77 in the vertical direction with a predetermined gap L4 between them. Therefore, in the locked state, at least a portion of the hook-side protective portion 76 and the switch-side protective portion 77 overlap when viewed from above.

The vertical overlap between the hook-side protective portion 76 and the switch-side protective portion 77 is set to be longer than the insertion depth of the movable-side contact 72 into the fixed-side contact 82. Furthermore, the overlap between the hook-side protective portion 76 and the switch-side protective portion 77 is set to be shorter than the distance S (see Figure 5) between the hook portion 33a of the locking-side hook member 33 and the hook portion 34a of the fixed hook member 34.

Here, if the outer diameter of the movable contact 72 is L1 and the opening diameter of the fixed contact 82 is L2, then the gap L3 between the fixed contact 82 and the movable contact 72 is L2 - L1. Also, let R be the length from the center of the pivot shaft 35 to the tip of the movable contact 72, and let r be the length from the center of the pivot shaft 35 to the tip of the hook-side protective part 76. Let β be the angle formed by the line connecting the tip of the hook-side protective part 76 and the center of the pivot shaft 35 in the locked state, and the line connecting the tip of the movable contact 72 and the center of the pivot shaft 35. And let α be the angle from when the movable contact 72 abuts against the fixed contact 82 in the locked state, until when the hook-side protective part 76 abuts against the switch-side protective part 77.

In this case, the detection switch 81 is positioned to satisfy the following equation 1.
[Formula 1]
L3(-Rsinβ+Rsin(α+β))≦L4(rsinα)

2. Unlocking Operation of the Car-Side Locking Mechanism 2-1. Normal Operation Next, the unlocking operation of the car-side locking mechanism (locking mechanism) 30 having the above-described configuration will be explained with reference to Figures 7 and 8. First, the unlocking operation under normal conditions will be explained with reference to Figure 7.
Figure 7 is an explanatory diagram showing the normal unlocking operation.

As shown in Figure 2, when the elevator car 110 stops at any floor, the car-side door unit 12 and the landing-side door unit 212 face each other, and the car-side locking mechanism 30 and the landing-side locking mechanism 230 face each other. Then, as shown in Figure 5, the car-side engaging element 32 and the landing-side engaging element 235 face each other in the opening and closing direction.

At this time, as shown in Figure 7(a), the locking hook member 33 and the fixed hook member 34 of the car-side locking mechanism 30 are engaged, and the car-side locking mechanism 30 is in a locked state. In addition, the hook-side protective part 76 and the switch-side protective part 77 overlap in the vertical direction, restricting the rotational movement of the locking hook member 33.

In this state, when the drive unit 16 is driven and the pair of car-side doors 11A and 11B move in the door-opening direction so that they are separated from each other, the car-side engaging element 32 comes into contact with the landing-side engaging element 235. When the first car-side door 11A moves further in the door-opening direction, the car-side engaging element 32 is pressed by the landing-side engaging element 235 in the opposite direction to the direction in which the first car-side door 11A moves. As a result, the link members 41A and 41B each rotate around the link axis 42. The car-side engaging element 32 then moves in the opposite direction to the direction in which the first car-side door 11A moves, and downward in the vertical direction.

Furthermore, as the car-side doors 11A and 11B move in the door-opening direction, the locking-side hook member 33 provided on the car-side door 11A also moves in the door-opening direction. As a result, as shown in Figure 7(b), the movable-side contact 72 provided on the locking-side hook member 33 disengages from the fixed-side contact 82. This allows the detection switch 81 to detect the door-opening operation of the car-side doors 11A and 11B. In addition, as the locking-side hook member 33 moves in the door-opening direction, the hook-side protective part 76 also moves in the door-opening direction. As a result, the hook-side protective part 76 separates from the switch-side protective part 77, and the hook-side protective part 76 and the switch-side protective part 77 no longer overlap in the vertical direction. Consequently, the locking-side hook member 33 becomes capable of rotation.

The movement of the cage-side engaging element 32 is transmitted to the locking-side hook member 33 via the transmission section 36 and the transmission pin 37. Therefore, the locking-side hook member 33 rotates around the pivot axis 35 against the biasing force of the locking holding member. The locking-side hook member 33 then rotates from the locked position where the hook portion 33a engages with the fixed hook member 34 to the unlocked position where it faces upward in the vertical direction. Furthermore, since the overlap between the hook-side protective portion 76 and the switch-side protective portion 77 is eliminated,
As shown in Figure 7(c), the engagement between the hook portion 33a and the fixed hook member 34 is released, and the car-side locking mechanism 30 is unlocked. The car-side engaging element 32 stops moving when it comes into contact with the second stopper 46. At this time, the movable contact 72 is disengaged from the fixed contact 82, so the rotational movement of the locking hook member 33 does not cause the movable contact 72 to interfere with the fixed contact 82. This prevents damage to the detection switch 81.

Furthermore, as the first car-side door 11A moves in the door-opening direction, the landing-side engaging element 235 is pressed against the car-side engaging element 32. Then, the locking-side hook member 231 of the landing-side locking mechanism 230 rotates around the pivot axis 232 against the biasing force. As a result, the landing-side locking mechanism 230 is unlocked. Consequently, the landing-side doors 211, 211 move in the door-opening direction together with the car-side doors 11A, 11B of the elevator car 110 and the landing-side doors 211, 211 of the landing 101 are opened.

2-2. During Rescue Next, with reference to Figure 8, the unlocking operation of the cage-side locking mechanism 30 during rescue will be explained.
Figure 8 is an explanatory diagram showing the unlocking operation during rescue.

In the event of a power outage, etc., the operator rotates the locking hook member 33 of the car-side locking mechanism 30. At this time, if the car-side doors 11A and 11B have not been moved by a predetermined amount in the door-opening direction, the hook-side protective part 76 and the switch-side protective part 77 overlap in the vertical direction, as shown in Figure 8(a). Also, the movable-side contact 72 is inserted into the fixed-side contact 82. In this state, when the locking hook member 33 is rotated, the hook-side protective part 76 and the switch-side protective part 77 come into contact, as shown in Figure 8(b). Therefore, the rotation of the locking hook member 33 is restricted. This prevents the locking hook member 33 from rotating while the movable-side contact 72 is inserted into the fixed-side contact 82, thus preventing damage to the detection switch 81.

Furthermore, the positional relationship between the detection switch 81, the hook-side protective portion 76, and the switch-side protective portion 77 is as described in Equation 1 above. Therefore, even if the locking-side hook member 33 rotates by a small angle α, it is possible to prevent the movable-side contact 72 from interfering with the inner wall surface of the fixed-side contact 82.

As described above, even during rescue, the locking hook member 33 cannot be rotated until the overlap between the hook-side protective part 76 and the switch-side protective part 77 is resolved. Therefore, the worker first moves the car-side doors 11A and 11B in the door-opening direction. Then, the movable contact 72 disengages from the fixed contact 82, resolving the overlap between the hook-side protective part 76 and the switch-side protective part 77. After this, the worker rotates the locking hook member 33. This disengages the hook portion 33a of the locking hook member 33 from the hook portion 34a of the fixed hook member 34, and the car-side locking mechanism 30 is unlocked.

Furthermore, the timing of the rotation of the locking hook member 33 can be adjusted by the overlap between the hook-side protective part 76 and the switch-side protective part 77. Therefore, even if there is variation in the distance T between the landing-side engaging element 235 provided on the landing-side door 211 and the car-side engaging element 32, the locking hook member 33 can be rotated at a predetermined timing by adjusting the positional relationship between the hook-side protective part 76 and the switch-side protective part 77. As a result, the work of adjusting the arrangement of the multiple landing-side engaging elements 235 provided at each landing of the building structure can be simplified.

Furthermore, the present invention is not limited to the embodiments described above and shown in the drawings, and various modifications can be made without departing from the spirit of the invention as described in the claims.

In the above-described embodiment, an example was explained in which the opening of the elevator car is opened and closed by a pair of door sections moving closer to and further apart from each other. However, the invention is not limited to this, and the opening of the elevator car may also be opened and closed by the movement of a single door section.

Furthermore, while an example using the car-side locking mechanism 30 has been described, the system is not limited to this; the landing-side locking mechanism 230 may also be used as the locking mechanism.

Furthermore, although an example has been described in which the switch-side protective portion 77 and the hook-side protective portion 76 are positioned below the connection portion 33c of the locking-side hook member 33 in the locked state, the system is not limited to this. For example, the switch-side protective portion 77 and the hook-side protective portion 76 may be positioned above the connection portion 33c in the vertical direction, and the positions in which the switch-side protective portion 77 and the hook-side protective portion 76 are provided are not particularly limited.

In this specification, although terms such as "parallel" and "orthogonal" are used, these do not mean only strictly "parallel" and "orthogonal," but may also refer to states that are "approximately parallel" or "approximately orthogonal," which include "parallel" and "orthogonal" and are within a range where they can perform their functions.

1...Elevator, 10...Car, 11A, 11B...Car-side door, 11a...Door stop side end, 11b...Door pocket side end, 11c...Intermediate section, 12...Car-side door unit, 13...Car-side door sill, 15...Car-side door rail, 16...Drive unit, 17...Transmission belt, 18...Driven roller, 21A, 21B...Door hanger, 25...Safety shoe, 30...Car-side locking mechanism, 31...Base plate, 31a...Main surface, 31b...Rope support surface, 32...Car-side engaging element, 33...Locking hook member, 33a...Hook part, 33b...Rotating receiver, 33d...Unlocking receiver, 34...Fixed hook member, 35...Rotating shaft, 36...Transmission unit, 37...Transmission pin 41A, 41B... Link member, 71... Contact support part, 72... Movable side contact, 75... Fixed bracket, 77... Switch side protective part, 76... Hook side protective part, 81... Detection switch, 82... Fixed side contact, 100... Elevator shaft, 101... Landing, 102... Entrance/exit, 110... Elevator car, 120... Hoisting machine, 130... Counterweight, 170... Rope, 211... Landing side door, 212... Landing side door unit, 213... Landing side door sill, 215... Landing side door rail, 230... Landing side locking mechanism, 235... Landing side engaging element

Claims (5)

An opening in a elevator car that moves up and down in an elevator shaft installed in a building structure, or a door installed at the entrance or exit of a platform in the building structure where the elevator car stops,
The door is equipped with a locking mechanism that locks the door in an unlockable manner,
The locking mechanism is
A locking hook member is rotatably supported on the aforementioned door,
A fixed hook member that releasably engages with the locking hook member,
A detection switch for detecting the opening and closing of the aforementioned door,
The locking hook member has a hook-side protective portion,
In the locked state, the switch-side protective portion overlaps with the hook-side protective portion in the vertical direction, and the contact between the hook-side protective portion and the switch-side protective portion restricts the rotational movement of the locking-side hook member.
Equipped with,
The aforementioned detection switch is
A fixed contact is provided on a member different from the member on which the locking hook member is provided,
The locking hook member has a movable contact provided on it.
Elevator. The elevator according to claim 1, wherein when the fixed contact and the movable contact separate, the overlap between the hook-side protective portion and the switch-side protective portion is eliminated in the vertical direction, thereby enabling the rotational movement of the locking-side hook member. The switch-side protective part is fixed to the main body of the detection switch.
The elevator according to claim 2, wherein the movable contact and the hook-side protective portion are fixed to the locking-side hook member via a fixing bracket. The fixed contact is a hole provided in the body of the detection switch, with an electrode positioned at the bottom of the hole.
The elevator according to claim 2, wherein the movable contact is inserted into the fixed contact in a manner that allows for insertion and removal. The aforementioned fixed contact is a recessed hole aligned with the opening and closing direction of the door.
The elevator according to claim 4, wherein the vertical overlap between the hook-side protective portion and the switch-side protective portion in the locked state is set to be longer than the insertion depth of the movable-side contact into the fixed-side contact, and shorter than the distance between the locking-side hook member and the fixed hook member in the opening and closing direction.